Engine shutdown control

ABSTRACT

Methods and systems are provided for controlling engine shutdown in a vehicle. One example method includes, after discontinuation of combustion and during engine spin down, reducing cylinder air charge while maintaining intake manifold pressure above a threshold value.

BACKGROUND

During operation of an automobile it may be desirable to bring thevehicle to a stop for a period of time, such as stopping at a trafficlight, (hereafter “temporary stops”). Some vehicles may operate duringtemporary stops by idling an engine in an engine system. Other vehiclesmay stop the engine during temporary stops, even without a driverrequest to turn-off the engine, to reduce fuel consumption. For example,the vehicle may shutdown the engine by discontinuing fuel supply and/orignition so that the engine spins down to rest. Then, once conditionsindicate a driver's intent to launch the vehicle, the engine isautomatically restarted.

One example approach for controlling engine stopping during suchtemporary stops is described in U.S. Pat. No. 4,515,124. Systems anddevices are described for closing a throttle in an intake of an enginesystem as an engine's speed decreases. In this way, the throttleadjustment during shutdown may be used to reduce engine noise byreducing the cylinder air charge compressed/expanded in the cylinder.

However, the inventors herein have recognized various issues with suchan approach. In particular, closed throttle operation during shutdownmay degrade attempts to restart the engine in mid-shutdown operation.For example, if it is desired to restart the engine while still in theprocess of spinning down the engine (e.g., due to indications of, orchanges in, a driver's intent to launch the vehicle), there may beinsufficient air in the cylinder to generate sufficient torque viacombustion to return the engine to idle speed and counteract the inertiaof the engine decelerating to rest. Similarly, the engine may havealready spun down to a speed range in which the engine starter, ifpresent, is unable to properly engage the spinning engine and increaseengine speed sufficiently for starting. Rather, the engine may thenfully spin down and utilize a re-start from rest, which may generate asubstantial delay in providing vehicle launch relative to the driver'srequest.

SUMMARY

Accordingly, methods and systems are provided for enabling the restartof an engine after discontinuation of combustion and during engine spindown. One example method controls engine shutdown in a vehicle afterdiscontinuation of combustion and during engine spin down. The vehiclemay include an engine system featuring an engine, a controller, anintake, and one or more engine cylinders. The system may further includea first device for controlling the air charge in the cylinder, the firstdevice located between the cylinder and the intake. The first device maybe used to reduce cylinder air charge. The first device may be an engineintake valve or a port throttle, for example. The system may furtherinclude a second device for maintaining intake manifold pressure above athreshold value. The second device may be an engine intake throttlelocated between the intake and an environment in which the vehicle islocated. For example, the throttle may be located upstream of an intakemanifold, but downstream of various other components such as an airfilter, etc.

In one example, during a shut-down, the second device is adjusted toprovide an increased manifold pressure while the first device isadjusted to provide a reduced cylinder air charge. Specifically, athrottle may be operated substantially open when an intake valve isoperated with a low lift and/or short opening duration, for example. Inthis way, it is possible to both reduce engine noise and vibration(e.g., engine shake) and enable faster return to idle speed via areserve of fresh air rapidly available for restarting combustion throughadjustment of the first device. Therefore, in the event that the engineshould be restarted during spin down, adjustment of the first device canprovide rapidly increased air charge from the intake, where theincreased air charge can be combusted with injected fuel to counteractthe engine inertia and increase engine speed to idle. Such operation maybe performed without requiring the engine to come to a complete stop;however, if desired, a complete stop may also be used. Similarly, theengine may be restarted during spin down without the use of a starter orother electric machine used for starting; however, again, if desired,the starter may also be used.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE FIGURES

FIGS. 1A and 1B are schematic diagrams systems used to enable and carryout engine restart during engine spin down.

FIGS. 2A and 2B are flow charts depicting routines for enabling andcarrying out an engine restart during engine spin down.

FIGS. 3A-3C are graphs showing position variation in systems enablingand carrying out a restart.

FIGS. 4A and 4B are graphs showing pressure in a system used to enableand carry out a restart.

DETAILED DESCRIPTION

FIG. 1A depicts engine system 1000 for controlling engine shutdown andenabling engine restart after discontinuation of combustion and duringengine spin down. The engine system 1000 includes an engine cylinder1002 coupled to an engine control system 1004, and an intake 1006coupled to the engine cylinder and to the engine control system. Inalternate examples, there may be more than one engine cylinder coupledto the intake and the engine control system.

The engine cylinder 1002 includes a piston 1008, combustion chamber1010, and a device for controlling air charge 1012 coupled between thecombustion chamber and the intake. The piston may be driven bycombustion in the combustion chamber and may be coupled to a crankshaftin a crankcase (not shown). The device 1012 may be in an opened state,partially opened state or closed state. In some examples, the device1012 may be coupled to the control system 1004. In this way, the device1012 may control the flow from the intake 1006 into the cylinder 1002.In some embodiments, the device 1012 includes a variable intake and/orexhaust valve mechanism such as an electric valve actuator, variablevalve lift mechanism, variable cam timing mechanism, etc. In otherembodiments, the device 1012 is a port throttle, such as an electricallyactuated port throttle, positioned in an intake port between thecylinder intake valve(s) and the intake 1006.

While not show in FIG. 1A, the engine cylinder may further include anexhaust port, a spark plug and a fuel injector (such as a directinjector). The combustion chamber may facilitate the combustion of fuelafter the fuel is injected by the fuel injector port and is ignited bythe spark plug.

The intake 1006 may store air and direct air to a plurality of enginecylinders, including cylinder 1002. The intake includes an intakepassageway 1020, which may be referred to as a manifold. The intakefurther includes a main engine throttle 1022 positioned upstream of aplurality of the engine cylinders (e.g., all of the engine cylinders).The throttle may be an adjustable intake throttle, intake throttle,engine throttle or the like. The throttle 1022 may be opened, partiallyopened or closed to control the flow of gases from the environment, intothe intake passageway. In some examples, the main engine throttle may becoupled to the control system 1004. In further examples, the intake maybe in fluid communication with the cylinder 1002.

In the present embodiment, the control system 1004 features amicrocomputer 1016. The microcomputer may be used to monitor engineconditions and adjust various actuators. Signals 1014 from sensors inother components in the engine system may be input into themicrocomputer. For example, a sensor may be coupled to the crankshaft tomonitor engine speed and relay this information to the controller. Theengine control system 1004 may be used to control engine systemoperations. Signals 1018 may be output to other components of the enginesystem. For example, the microcomputer may signal the adjustment (e.g.,opening or closing) of device 1012 and/or throttle 1022.

The microcomputer may be further configured to carry out control of anair charge in the cylinder, an intake air pressure in the intake as wellas fueling and ignition in the cylinder. For example, the microcomputermay be configured to operate the engine in combustion, specifically inan idle condition or state, which may be defined by an idle enginespeed. In another example, the microcomputer may automatically initiatean engine shut down without a shut down request from a vehicle operator.In this way, during temporary stops, an engine in idle may be stopped tocarry out an idle stop. In a further example, the microcomputer may beconfigured to carry out control of the engine system in response tosignals containing information about engine operating conditions, forexample barometric pressure inside the intake or another part of theengine system, or engine coolant temperature. Further still, themicrocomputer may be configured to carry out automatic shutdown inresponse to other signals and/or during other engine states andconditions.

In general, air enters the engine system 1000 from the environment intothe intake 1008. Air pressure may be measured in the intake 1006 and aircharge in the cylinder 1002 by the controller 1016 via input signals1014. The controller may send output signals 1018 to control thethrottle 1022 and the air charge control device 1012. The throttle mayrotate more open or more closed, controlling the flow rate at which airenters the intake. Air may then travel into the cylinder 1002. In thecylinder, air may mix with fuel and be combusted to move the piston1008. In examples where the air charge control device includes a portthrottle, and where opening and closing the port throttle may becontrolled to adjust flow entering the cylinder. In other examples wherethe air charge control device includes a variable valve mechanism suchas an electrically actuated valve (EVA), the air flow may be controlledby changing lift and/or timing of the valve.

FIG. 1B is a schematic diagram showing one cylinder of multi-cylinderengine 10, which may be included in a propulsion system of anautomobile. The propulsion system may be utilized to enable and carryout restart during spin down of engine 10. Engine 10 may be controlledat least partially by a control system including controller 12 and byinput from a vehicle operator 132 via an input device 130. In thisexample, input device 130 includes an accelerator pedal and a pedalposition sensor 134 for generating a proportional pedal position signalPP. Combustion chamber (i.e. cylinder) 30 of engine 10 may includecombustion chamber walls 32 with piston 36 positioned therein. Piston 36may be coupled to crankshaft 40 so that reciprocating motion of thepiston is translated into rotational motion of the crankshaft.Crankshaft 40 may be coupled to at least one drive wheel of a vehiclevia an intermediate transmission system. Further, a starter motor 172may be coupled to crankshaft 40. In some embodiments the starter iscoupled via a flywheel to enable a starting operation of engine 10. Inthe present embodiments, the starter is schematically coupled via a belt170.

Combustion chamber 30 may receive intake air from intake manifold 44 viaintake passage 42 and may exhaust combustion gases via exhaust passage48. Intake manifold 44 and exhaust passage 48 can selectivelycommunicate with combustion chamber 30 via respective intake valve 52and exhaust valve 54. In some embodiments, combustion chamber 30 mayinclude two or more intake valves and/or two or more exhaust valves.

Intake valve 52 may be controlled by controller 12 via electric valveactuator (EVA) 51. Similarly, exhaust valve 54 may be controlled bycontroller 12 via EVA 53. Intake valve 52 is one example of air chargecontrol device 1012. During some conditions, controller 12 may vary thesignals provided to actuators 51 and 53 to control the opening andclosing of the respective intake and exhaust valves. The position ofintake valve 52 and exhaust valve 54 may be determined by valve positionsensors 55 and 57, respectively, which indicate displacement of thevalve along an axis of the actuator. As another example, cylinder 30 mayinclude an intake valve controlled via electric valve actuation and anexhaust valve controlled via cam actuation including cam profileswitching (CPS) and/or variable cam timing (VCT).

Fuel injector 66 is shown coupled directly to combustion chamber 30 forinjecting fuel directly therein in proportion to the pulse width ofsignal FPW received from controller 12 via electronic driver 68. In thismanner, fuel injector 66 provides what is known as direct injection offuel into combustion chamber 30. The fuel injector may be mounted in theside of the combustion chamber or in the top of the combustion chamber,for example. Fuel may be delivered to fuel injector 66 by a fuel system(not shown) including a fuel tank, a fuel pump, and a fuel rail. In someembodiments, combustion chamber 30 may alternatively or additionallyinclude a fuel injector arranged in intake passage 44 in a configurationthat provides what is known as port injection of fuel into the intakeport upstream of combustion chamber 30.

Intake passage 42 may include a throttle 62 having a throttle plate 64.In this particular example, the position of throttle plate 64 may bevaried by controller 12 via a signal provided to an electric motor oractuator included with throttle 62, a configuration that is commonlyreferred to as electronic throttle control (ETC). In this manner,throttle 62 may be operated to vary the intake air provided tocombustion chamber 30 among other engine cylinders. The position ofthrottle plate 64 may be provided to controller 12 by throttle positionsignal TP. Intake passage 42 may include a mass air flow sensor 120 anda manifold air pressure sensor 122 for providing respective signals MAFand MAP to controller 12.

Ignition system 88 can provide an ignition spark to combustion chamber30 via spark plug 92 in response to spark advance signal SA fromcontroller 12, under select operating modes.

Exhaust gas sensor 126 is shown coupled to exhaust passage 48 upstreamof emission control device 70. Sensor 126 may be any suitable sensor forproviding an indication of exhaust gas air/fuel ratio such as a linearoxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), atwo-state oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or COsensor. Emission control device 70 is shown arranged along exhaustpassage 48 downstream of exhaust gas sensor 126. Device 70 may be athree way catalyst (TWC), NOx trap, various other emission controldevices, or combinations thereof.

Controller 12 is shown in FIG. 1B as a microcomputer, includingmicroprocessor unit 102, input/output ports 104, an electronic storagemedium for executable programs and calibration values shown as read onlymemory chip 106 in this particular example, random access memory 108,keep alive memory 110, and a data bus. Controller 12 may receive varioussignals from sensors coupled to engine 10, in addition to those signalspreviously discussed, including measurement of inducted mass air flow(MAF) from mass air flow sensor 120; engine coolant temperature (ECT)from temperature sensor 112 coupled to cooling sleeve 114; a profileignition pickup signal (PIP) from Hall effect sensor 118 (or other type)coupled to crankshaft 40; throttle position (TP) from a throttleposition sensor; and absolute manifold pressure signal, MAP, from sensor122. Engine speed signal, RPM, may be generated by controller 12 fromsignal PIP. Manifold pressure signal MAP from a manifold pressure sensormay be used to provide an indication of vacuum, or pressure, in theintake manifold. In one example, sensor 118, which is also used as anengine speed sensor, may produce a predetermined number of equallyspaced pulses every revolution of the crankshaft thereby indicatingcrankshaft position.

Storage medium read-only memory 106 can be programmed with computerreadable data representing instructions executable by processor 102 forperforming the methods or routines described below as well as othervariants that are anticipated but not specifically listed.

As described above, FIG. 1B shows only one cylinder of a multi-cylinderengine, and each cylinder may similarly include its own set ofintake/exhaust valves, valve position sensor(s), fuel injector, sparkplug, etc.

FIGS. 2A and 2B depict a routine for enabling and controlling engineshutdown operation and engine restart as the engine is still spinningdown. In some examples, enabling restart may include monitoring engineparameters such as engine speed and temperature to calculate an intakepressure and air charge controlled for by an engine throttle. Thecontrol routine may be carried out in an engine controller in an enginesystem, one example of which is engine control system 12; anotherexample of which is controller 1016. In the present embodiment refers toa single air charge control device. In alternate embodiments, theroutine may use two or more air charge control devices.

Referring now to FIG. 2A, a main routine 200 is run in a controller inan engine system to enable and initiate engine shutdown. The routinecommences with a decision 202 whether the vehicle speed is zero or closeto zero. If the vehicle reaches zero speed or close to zero speed, atemporary stop may be initiated depending on engine speed and otheroperating conditions. During the vehicle operation the engine system maybe operating the engine with combustion. In alternate embodiments, theroutine may include a determination of whether the engine is runningbefore further continuing on to 202. If the vehicle has stopped and theengine continues to run, for example at an idle engine speed, the engineand vehicle may be said to be in idle and the routine may continue to204. In alternate examples, the decision 202 may not be included intoroutine 200 and the routine may continue to 204. Next, at 204, theroutine monitors engine and other operating parameters. The operatingparameters may be engine operating conditions and may include intakepressure, barometric engine pressure, crankcase temperature, enginecoolant temperature, engine speed, battery charge, engine load and thelike.

At 206, the routine determines whether to enable idle shutdown operationbased on the monitored engine parameters. In one example, the monitoredengine parameters may include whether engine accessories are engaged orin operation, such as whether an air conditioner compressor is engagedto the engine, or whether an engine fan is engaged and operating. If oneor more engine accessories are engaged and/or in operation, idleshutdown may be disabled, and the control system may continue to operateand idle the engine during the stopped vehicle conditions. In anotherexample, the monitored engine parameters may include whether an engineload is greater than a threshold value. Further still, the routine maymonitor whether fuel usage is greater than a predetermined value. If theroutine determines based on monitored engine parameters that idleshutdown is disabled, then the routine ends. In alternate embodiments,the routine may adjust engine operation in order to bring the monitoredparameters into conditions in which an idle shutdown is enabled. In thisway, the engine may make a decision as to whether to automaticallyinitiate an engine shut down without a request by the operator.

If the routine determines an engine shutdown is enabled at 206, theroutine continues to 208 to stop ignition and/or fueling. The routinemay then proceed to 210, where control restart-enabled engine shutdownis carried out. Shutdown control may include spinning down the engineand controlling the air charge control device in the engine (one exampleof which is engine valve 52) and the main engine throttle (one exampleof which is engine throttle 62). In further examples, shutdown mayinclude controlling the air charge control device and main enginethrottle so that the intake pressure and air charge may track desiredpressure values or follow desired trajectories. Further, air charge maybe controlled so that it does not exceed a level causing a compressiontorque that may stop the engine before a restart, and does not depleteto a level insufficient to reverse engine speed deceleration. An exampleof process 210 is subroutine 250 of FIG. 2B, described below. Inalternate examples, subroutine 210 may include setting the throttleand/or intake valve timing to predetermined shutdown values (e.g.,setting the throttle to wide open throttle (WOT), and valve timing to aminimum air charge value).

Following the control process, the routine determines at 212 whether theengine is stopped. In the present example, if the engine is stopped, theroutine ends. In alternate examples, a direct start or assisted directstart process may take place after the determination 212 that the enginehas stopped. In other examples, the routine may restart the engine in aconventional manner with an engine starter.

If the engine is determined not to be stopped, a request to restart theengine at 214 may be made. A restart request may be a change of mind(COM) operation carried out by a vehicle operator. The operator maysignal a COM by tip-in of an accelerator pedal, for example 130. Inother examples, the COM may be signaled by release of a brake pedal. Instill further examples, the routine may include processes andsubroutines to automate the COM based on engine condition parameters. Ifthe decision is made not to restart, the routine returns to 210 tocontrol restart-enabled shutdown. In alternate embodiments of theroutine, the routine may end if the request is made not to restart.

Following a restart request, the routine determines at 216 whether theengine speed is above a threshold value or a first threshold value. Inthe present embodiment the first threshold value is 400 rpm. In otherembodiments, a threshold value of the engine speed may be greater thanor lower than 400 rpm, or a range of threshold values may be useddepending on operating conditions. Similarly, the determination may alsodepend on additional parameters, such as whether pressure in the intakeis great than a threshold.

If the engine speed is above the first threshold value, the routinecontinues to 218 to carry out restart in high speed mode. Restart inhigh speed mode may involve firing one or more sparkplugs and injectingfuel from one or more fuel ports. In some examples, restart in highspeed mode may include calculating a high speed restart trajectory,where one or more engine speeds is assigned to one or more future times.Further, the high speed restart trajectory may be used in control of aircharge in one or more cylinders and/or intake pressure at a desired aircharge level or a desired intake pressure level, for example, at levelssubstantially similar to when the engine is in an idle state. Furtherstill, the high speed restart trajectory may be used in control of aircharge in one or more cylinders and/or intake pressure below a desiredair charge or a desired intake pressure, and then to increase air chargeand/or intake pressure to desired levels in response to engine operatingconditions. For example, a high speed restart trajectory may controlintake manifold pressure at a lower level, in some cases to suppressNVH, and then may increase intake manifold pressure to a higher level inresponse to engine speed falling below a second threshold value. In someexamples the second threshold value may be 450 revolutions per minute toenable restart and increasing intake manifold pressure may enablerestart at engine speeds below a first threshold level, for example 400revolutions per minute.

In still further examples, restart in high speed mode may includefueling one or more cylinders according to the high speed restarttrajectory, and opening one or more air charge control devices accordingto the high speed restart trajectory. After restart, the routine mayend.

If the engine speed is below the threshold value, the routine may go to220 to open air charge control device. In some examples, open air chargecontrol device may include more than one air charge control devicecoupled to more than one cylinder. The box at 220 is dashed to indicatethat in some examples of the routine the process to open one or more aircharge control devices may be optional, for example in the case whereair charge is already at or above a threshold value for restart. Anexample of opening an air charge control device is increasing valvelift. Another example of opening an air charge control device isincreasing valve timing. In this way, air charge may be increased to adesired air charge level for restart while the engine is spinning down.

After opening one or more air charge control devices, the routinecontinues to 222 to carry out restart in low speed mode. Restart in lowspeed mode may involve firing one or more sparkplugs and injecting fuelfrom one or more fuel ports. In some examples, restart in low speed modemay further include injecting more fuel than restart in high speed mode,described above. In other examples, restart in low speed mode mayinclude advancing spark timing more than restart in high speed mode. Infurther examples, restart in low speed mode may include calculating alow speed restart trajectory, where one or more engine speeds isassigned to one or more future times. Further, the low speed restarttrajectory may be used in control of air charge in one or more cylindersand/or intake pressure at a desired air charge level or a desired intakepressure level, for example, at levels substantially similar to when theengine is in an idle state. Further still, the low speed restarttrajectory may be used in control of air charge in one or more cylindersand/or intake pressure at a lower level, and then to increase air chargeand/or intake pressure to higher levels in response to engine operatingconditions, in a manner similar to that described above, for example tosuppress NVH.

In still further examples, restart in low speed mode may include fuelingone or more cylinders according to the low speed restart trajectory,opening one or more air charge control devices according to the lowspeed restart trajectory, and opening the main engine throttle accordingto the low speed restart trajectory. After restart the routine may end.

Referring now to FIG. 2B, a subroutine 252 for controlling air chargeand intake pressure is depicted. Subroutine 250 is one embodiment ofsubroutine 210 to control restart-enabled shutdown. Further, subroutine250 may be an example of a method used to control air charge and intakepressure according to a trajectory, for example a high speed restarttrajectory and a low speed restart trajectory.

The subroutine starts with determinations at 252 and 264. Atdetermination 252, the routine decides whether to control intakepressure. At determination 264 the routine decides whether to controlair charge. The control of intake pressure and/or air charge may includethe adjustment of devices responsive to a desired shutdown trajectory.In the present embodiment the choice to run control of intake pressureat 252 is run in parallel with the choice to run air charge control at264. In alternate embodiments, intake pressure control may be run inseries with air charge control. In still further embodiments, onlyintake pressure is controlled and may include processes to control aircharge subsequently by the changes in intake pressure.

Intake pressure control may begin at 254 to calculate a desired intakepressure level. Once a desired intake pressure level is calculated, theroutine continues to 256 to check intake pressure level. A determination258 is then made as to whether the checked intake pressure level isclose enough to the desired intake pressure level. If the checked intakepressure is close enough to the desired, then the subroutine mayconclude.

If the pressure is not close enough to the desired intake pressurelevel, then the routine may proceed to 260 where it may adjust mainengine throttle. Adjusting the main engine throttle may include openingthe throttle in response to a calculated desired intake pressure levelthat is greater than a checked intake pressure level. Adjusting the mainengine throttle may include closing the throttle in response to acalculated desired intake pressure level that is less than a checkedintake pressure level. In some examples, the routine further continuesto 262, where it may adjust air charge control device, such as describedbelow at 272. In this way, intake pressure may be controlled, andfurther action may be carried out in response to the checked intakepressure level being greater than or less than the desired intakepressure level. After process 262, the subroutine may end. In alternateexamples of the routine that do not include 262, the subroutine mayconclude after 260.

Air charge control may be conducted in a manner very similar to that ofintake pressure control. Air charge control may begin at 264 tocalculate desired air charge level. Once a desired air charge level iscalculated, the routine continues to 266 to check air charge level. Adetermination 270 is then made as to whether the checked air chargelevel is close enough to the calculated desired air charge level. If thechecked air charge level is close enough to the calculated desired aircharge level, then the subroutine may conclude.

If the checked air charge level is not close enough to the calculateddesired air charge level, then the routine may proceed to 272 where itmay adjust air charge control device. Adjusting the air charge controldevice may include opening the air charge control device in response toa calculated desired air charge level that is greater than a checked aircharge level. Adjusting the air charge control device may includeclosing the air charge control device in response to a calculateddesired air charge level that is less than a checked air charge level.Opening the air charge control device may be increasing valve lift,opening a port throttle, and/or increasing valve timing, as describedabove in FIG. 1A. Closing the air charge control device may bedecreasing valve lift, closing a port throttle, and/or decreasing valvetiming, as described above in FIG. 1A as well.

In some examples, the routine further continues to 274, where it mayadjust the main engine throttle, such as described above at 260. In thisway, air charge may be controlled, and further action may be carried outin response to the checked air charge level being greater than or lessthan the calculated desired air charge level. After process 274, thesubroutine may end. In alternate examples of the routine that do notinclude 274, the subroutine may conclude after 272.

In this way, shutdown may include controlling the air charge controldevice and main engine throttle so that the intake pressure and aircharge may track desired pressure values or follow desired trajectories.In alternate embodiments, the air charge is controlled by setting theair charge control device to a predetermined open value and allowing forfluid communication with the intake. By setting the air charge controldevice to a predetermined open value, the throttle may be used tocontrol both the air charge and the intake pressure.

Methods, such as the example described above, may be used on enginesthat feature assisted direct restart (ADS) or direct start startingmethods. Methods, such as the example above, may be used on conventionalstarter assisted engines as well.

FIGS. 3A-C show graphs depicting position of a throttle valve and thelift of an example cylinder valve in an engine system over time. Theengine system further includes a controller carrying out a routine, forexample routine 200 and subroutine 250, to control restart-enabledshutdown and restart during engine spin down. The position the throttlevalve may be correlated to a manifold air pressure (MAP) as describedabove. Valve lift may be the air charge controller discussed above andmay be correlated to cylinder pressure. Further, restart may be carriedout according to a trajectory, where one or more engine speeds isassigned to one or more future times. Further still, future values ofMAP and air charge may be assigned or correlated to future times and maybe controlled for using the throttle and valve lift. In the depictedgraphs, position increases along the y axis and time along the x axis.

Referring now to FIG. 3A, graph 300 depicts the position of the throttleand valve lift during an engine shutdown. Initially valve lift is smalland throttle position is near open. Initially, valve lift and throttleposition may be controlled to achieve maximum fuel economy, torque, andthe like. At time TS, the engine begins idle shutdown. After TS, valvelift decreases to maintain air charge in the cylinder. Throttle positionmay increase to wide open throttle (WOT) to enable maximal MAP. In theevent of a charge of mind, maximal MAP enables a quick increase incylinder air charge, further enabling rapid restarting of the engine, asdiscussed below in FIG. 4A. In alternate examples, MAP is maintained ata relatively high valve, but is not maximal. As the engine spins down,it may come to a stop at time TE.

Referring now to FIG. 3B, graph 310 depicts a similar condition as graph300, during engine shutdown and a change of mind to restart the engine.As above, initially valve lift is small and throttle position is nearopen. After TS, valve lift decreases to maintain air charge and throttleposition increases to increase MAP. At time TC, the engine is restartedbefore engine speed reaches zero. Valve lift increases which may enablethe flow of air from the intake into the cylinder. In this way aircharge may be increased to enable restart.

Referring now to FIG. 3C, graph 320 depicts another example of throttleand lift positions during shutdown. The throttle is initially moreclosed, and similarly the lift is more open than in the above examples.After the engine enters spin down at time TS, lift is decreased and thethrottle opened in order to control cylinder air charge and MAP. In thepresent example, the throttle may close over a period before restart attime TC in order to decrease MAP (see FIG. 4B below). The lift may alsodecrease over the same period of time. In this way, engine noise,vibrations and harshness (NVH) may be suppressed, to lower engine wareand tear, and enhance operator experience.

FIGS. 4A and 4B show graphs of pressure in an intake of an engine systemcarrying out restart-enabled engine shutdown and restart. The graphsshow pressure increasing vertically along the y axis and time increasingalong the x axis. Restart-enabled engine shutdown may includecontrolling the air charge control device and main engine throttle sothat the intake pressure and air charge may track desired pressurevalues or follow calculated trajectories. These pressures may bemeasured and controlled as part of a routine or subroutine to controlengine parameters during shutdown, for example routine 200 andsubroutine 250. MAP pressure may be controlled by an engine throttleposition, examples of which are depicted in FIGS. 3. A-C and discussedabove.

Referring now to FIG. 4A, graph 400 shows MAP controlled to be near aconstant desired intake pressure DES MAP. Graph 400 may be one exampleof a MAP controlled according to a restart trajectory. Before engineshutdown at time TS, intake pressure is low and relatively constant, forexample at idle pressure. In alternate examples, intake pressure may bedecreasing, as would a vehicle in motion coming to a stop. After TS,intake pressure is increased to DES MAP, so that air charge in one ormore cylinders may be increased upon an engine restart. Further, DES MAPis at or substantially similar to a MAP when the engine is in idle. Forexample, the MAP when the engine is in idle may be equal to orapproximately 0.35 Bar and may depend upon an engine configuration andfriction in the engine. The pressure is maintained at DES MAP throughoutthe period of engine shutdown. This may be the case when a throttlevalve remains in an open position, as in 300 and 310 above.

Further, in alternate examples the value of MAP over time may dependupon the initial engine operating conditions when the engine initiatesshutdown. If the engine is initially in an idle state, e.g. MAP is inthe stabilized idle state, the commanded MAP trajectory may besubstantially maintained during the shut-down. If the engine isinitially at a load which is greater than the load at idle, then thedesired MAP trajectory may decreased toward the idle value from itsinitial value before a first threshold engine speed is reached, forexample 400 revolutions per minute. Further, if the engine is initiallyat a load which is lower than the load at idle, then the desired MAPtrajectory may increase up to the idle value before a first thresholdengine speed is reached, for example 400 revolutions per minute. Thus,MAP may be controlled over time according to a desired trajectory.

Referring now to FIG. 4B, graph 410 shows MAP controlled to be anon-constant desired intake pressure DES MAP. Graph 410 may show oneexample of a MAP controlled according to a desired trajectory. As ingraph 400, before engine shutdown time TS, intake pressure is low andrelatively constant. After TS, intake pressure is increased to DES MAP.In the present embodiment of the graph, DES MAP is a linear curvedecreasing over time. In alternate embodiments, it may be represented byother alternate curves, for example by logarithmic or parabolic curves.A non-constant, decreasing MAP may limit intake pressure and cylinderair charge to levels below which engine NVH may be damaging to an enginesystem or unpleasant to a vehicle operator, while still maintaining aircharge above a threshold valve for restart. In the present example, thepressure is controlled until the engine speed reaches zero at time TE.In alternate examples, the engine may restart at a time before TE andafter TS and MAP may increase or decrease after ignition and injectionhave restarted, for example, according to a desired fuel to air ratio.

Further, DES MAP may take on a linearly decreasing value for a duration,but may remain constant or may increase again in response to the enginespeed dropping below a second threshold value, for example 450revolutions per minute. During increases in DES MAP, cylinder air chargemay be maintained at levels below which engine NVH may be damaging to anengine system or unpleasant to a vehicle operator. Further, cylinder aircharge may be increased in response to the engine speed dropping below asecond engine threshold value. In still further examples, the secondthreshold value may be chosen to reflect engine configuration and/orengine responsiveness. For example, a gasoline engine may deceleratefrom 600 revolutions per minute to 0 revolutions per minute in 400milliseconds (ms), whereas a diesel engine may decelerate from 600revolutions per minute to 0 revolutions per minute in 1500 ms. For thisreason, a second threshold value of a gasoline engine may be greaterthan a second threshold value of a diesel engine, so that a gasolineengine may be given more time to increase MAP, relative to a dieselengine.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The specific routines described herein may represent one or more of anynumber of processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various acts,operations, or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedacts or functions may be repeatedly performed depending on theparticular strategy being used. Further, the described acts maygraphically represent code to be programmed into the computer readablestorage medium in the control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. The subject matter of the present disclosure includes allnovel and nonobvious combinations and subcombinations of the varioussystems and configurations, and other features, functions, and/orproperties disclosed herein.

The following claims particularly point out certain combinations andsubcombinations regarded as novel and nonobvious. These claims may referto “an” element or “a first” element or the equivalent thereof. Suchclaims should be understood to include incorporation of one or more suchelements, neither requiring nor excluding two or more such elements.Other combinations and subcombinations of the disclosed features,functions, elements, and/or properties may be claimed through amendmentof the present claims or through presentation of new claims in this or arelated application. Such claims, whether broader, narrower, equal, ordifferent in scope to the original claims, also are regarded as includedwithin the subject matter of the present disclosure.

The invention claimed is:
 1. A method of controlling engine shutdownfrom idle to stop in a vehicle, comprising: after discontinuation ofcombustion in all cylinders and during engine spin down from idle tostop, reducing cylinder air charge while maintaining intake manifoldpressure at a desired constant pressure.
 2. The method of claim 1, whereengine cylinder air charge is reduced by adjusting a device locatedbetween a cylinder and an intake manifold, and where the desiredconstant pressure is an intake manifold pressure present during engineidle conditions.
 3. The method of claim 2, where cylinder air charge isreduced by adjusting a port throttle to be more closed from an idleposition.
 4. The method of claim 2, where cylinder air charge is reducedby adjusting a cylinder valve timing.
 5. The method of claim 4, where anintake valve opening duration is reduced from an idle duration.
 6. Themethod of claim 4, where an intake valve opening timing is retarded froman idle timing.
 7. The method of claim 2, where cylinder air charge isreduced by reducing a cylinder valve lift.
 8. The method of claim 1,where manifold pressure is maintained at the desired constant pressureby adjusting opening of a throttle valve controlling flow entering anintake manifold.
 9. The method of claim 8, where the throttle valve isopened relative to an idle opening amount.
 10. The method of claim 1,further comprising restarting the engine by directly injecting fuel intoa cylinder of the engine before the engine spins down to stop.
 11. Themethod of claim 10, where combustion is discontinued during a vehiclestop, and where the combustion is discontinued independent from adriver-initiated vehicle shut-off event, and where the engine isre-started in response to an indication of driver intent to launch thevehicle from the vehicle stop.
 12. The method of claim 11, furthercomprising adjusting an intake valve operation in a first direction toreduce the cylinder air charge during the engine spin down, andadjusting the intake valve operation in a second direction, opposite thefirst, in response to the indication of driver intent to launch toincrease cylinder air charge and generate sufficient combustion torqueto re-start the engine.
 13. The method of claim 12, where the engine isre-started without engagement of a starter.
 14. A method of controllingan engine, comprising: in response to a vehicle speed of substantiallyzero, automatically stopping the engine from idle to stopping combustionin all cylinders, increasing flow restriction into the cylinders whiledecreasing flow restriction into an engine intake manifold; and inresponse to an operator's input before engine stop, but after increasingflow restriction into the cylinders, decreasing flow restriction intothe cylinders and increasing cylinder air charge to the cylinders. 15.The method of claim 14, wherein the engine is re-started withoutengagement of a starter motor.
 16. The method of claim 15, whereinincreasing flow restriction to the engine cylinder includes adjustingvalve operation, and wherein adjusting valve operation includesadjusting valve timing.
 17. The method of claim 15, wherein increasingflow restriction to the engine cylinder includes adjusting valveoperation, and wherein adjusting valve operation includes adjustingvalve lift.
 18. The method of claim 15, wherein decreasing flowrestriction into the engine intake manifold includes adjusting intakemanifold throttling, and wherein adjusting intake manifold throttlingincludes adjusting a throttle plate coupled in an upstream end of theintake manifold.